Just like asking if apple or orange juice is better, asking if tracks or tires are better systems comes down to customer preference. Both systems have pros and cons, so it is important to understand the facts and benefits about each system and determine which is best for your operation. In many operations, it could be a combination of both systems.

When I ask users why they have tracks, the number one response I get is, “I want to get rid of compaction and the track has a much larger footprint area.” While it is true the total footprint area of a track is larger than a tire, the weight of the machine is not equally distributed under the track. When measuring the contact pressure of the track system, there are pressure spikes under each one of the boggy wheels. In wet or moist soils, the soil is damaged by the highest contact pressures, which would be under those boggy wheels. Firestone Ag has conducted studies on soil contact pressures on two and four track systems and wheeled tractors and has published technical papers with the American Society of Agricultural and Biological Engineers (ASABE). The results show:

If the inflation pressure of the tires is less than 20 psi, tires transmit less contact pressure to the soil compared to tracks.

From 20 to 35 psi, the tracks and wheel systems were comparable.

If the inflation pressure of the tires are above 35 psi, the track system had lower contact pressure than the tires.

However, there is still the perception that tracks reduce soil compaction when compared to tires, in all situations. What we have heard, anecdotally, is that the absence of a rut in the field means there must be no compaction. In wet soils, it does not matter which system is being used – compaction occurs with or without ruts. The rutting is a function on how the wheel and track system operate differently. A tire rotates and the tire lug needs to pull the tractor forward. The rotation of the tire causes a wave in front of the tire, and the tire is climbing out of the rut in wet soils. The lug on the track system is planted in the soil and the tractor is pushed forward. With the track system there is not a wave of soil, so the track lug isn’t trying to climb out of a rut.

When looking at traction, track systems are most efficient at 0 – 3% slip while wheeled systems are most efficient at 5 – 9% slip. The lower slip range of the track system does give users more traction in the field, but that does not result in less fuel used. A track system takes more horsepower to rotate the track, which results in higher fuel consumption. When comparing a tracked tractor to a comparable wheeled tractor with the proper inflation pressure, they both will use similar amounts of fuel to complete a task. If the tires on the wheeled tractor are over inflated, that tractor will not develop the proper footprint, which results in less traction. In this scenario, a tracked tractor would use less fuel. For traction and fuel usage, both tractors will have similar fuel costs.

When transporting tractors on the road, a wheeled tractor can operate in the 25 to 30 mph range, while tracked machines are limited to 20 mph. The faster road speeds are better for minimizing wasted time between fields. However, the narrower width of a tracked tractor makes driving on the road less stressful compared to a 4WD tractor with duals, especially in areas of the country where roads may only be 15 feet wide.

The last item a customer should consider would be total cost of ownership. Typically, a tracked tractor will cost more to purchase versus a similarly equipped wheeled tractor. Both systems require regular maintenance during the life of the tractor. For a tracked machine, it is important to make sure the track tension is set correctly and boggy wheels are greased or oil levels are maintained. On wheeled tractors, the inflation pressure must be set based on the axle load and maintained when operating the tractor. If the tractors are driven over abrasive stubble (corn or cotton), both tracks and tires will experience stubble damage. The track system has an advantage of not going flat because of punctures, but exposing the steel in the tracks still requires replacing the tracks, just like seeing the cords in a tire.

In the end, it comes down to what system works for a farm. Both systems will work similarly in most situations. If a farm is width-restricted or needs to operate in wet soil conditions, a track system may be the best fit. If an operation wants to minimize upfront costs and is able to match axle load to inflation pressures, the wheeled system may be the best fit. Remember that compaction will occur in wet soils regardless what kind of system is running. Firestone Ag has experts and engineers available to help customers understand the pros and cons of both systems, as well as what Firestone products will work best in either system.

Michelin Ag

David Graden: Operational Market Manager – Agriculture

Throughout my travels across North America, in all types of farming environments and soil types, I like to ask track owners their thoughts and how they justify the additional expense for track machines. In all but one instance that I can recall, the owner will drill down to, “its’s my insurance policy,” meaning, their tracks give them the perception of superior traction, pulling power, and/or flotation (which is commonly confused with the reduction of soil compaction). A grower in central Iowa told me tracks require less effort to guide straight down the rows. But at what cost?

Tracks have only one advantage over tires: traction in very wet soil. In these conditions, however, their impact on the soil, in terms of compaction, does the most damage. A Machine fitted with Michelin VF tires at proper air pressures has very comparable traction- with reduced compaction. With Michelin’s recent acquisition of two CTIS (Central Tire Inflation System) companies, PTG and Teleflow, the playing field has begun to level out. Additionally, although all Michelin tires perform very well with CTIS, we have brought a new VF Axiobib and VF Evobib to the market, specifically marked as “Tire Inflation Ready,” designed to be used with CTIS. Now, instead of setting air pressures for the machine’s highest carrying capacity at the fastest speed, the user can set multiple air pressures. In some cases, this means 6 psi in the field is an option with just the push of a button. In turn, with these CTIS ready tires, traction is maximized with minimal costs compared to the purchase and maintenance of a track machine. The next question to ask is at what point is the soil too wet? Have you ever seen a track machine sink in the middle of a very wet field? Many of us have!

Fuel Economy is another major disadvantage of tracks. Have you ever watched and listened to the exhaust stack of a quad track as it pulls a large implement through the field? The amount of fuel these track machines can consume over a short distance is incredible! For every 100 Hp of power transmitted, tracks can only deliver about 70 Hp, whereas tires will deliver up to 90 Hp. Additionally, when a machine is fitted with pneumatic tires vs tracks, a comparable machine weighs about 3 tons less with far fewer moving parts/mechanisms, requiring less energy to move the tire machine forward. Pneumatic tires will transmit up to 29% more power to the ground and are 4 times better at overcoming rolling resistance, making that power available for use elsewhere (i.e. fuel savings).

When Roading, track machines are typically limited to the speed in which they can travel roads based upon the width and length of the track they are running. You will usually find a manufacturer recommends a top speed or the machine is governed to prevent damage to the tracks. Due to the amount of movement from bogie wheels and the mechanisms required to move the machine on tracks, heat builds up in the rubber of the track. The downward force/weight of each of these will also cause the rubber to deform/move. The more rubber squirms, compresses, decompresses, the more kinetic energy builds up and creates heat. Heat and rubber do not mix well and ultimately causes the rubber to break down.

We believe Soil Compaction is the greatest of all costs associated with tracks; especially in very wet soil. In fact, tests have shown tracks have a significant difference in how ground pressure is applied. Tracks apply a very non-uniform pressure, while tires, specifically IF & VF tires, apply a very even/uniform pressure. In fact, each roller (on a three roller track per the example) can apply as much as 50% more ground pressure, which translates to deep compaction.

To be clear, tracks have a market, and depending on the region, farmers may want to achieve different results. However, for most of North America, when you add the initial financial cost, fuel cost, maintenance, lower yield due to soil compaction, and less efficiency on the road, choosing tracks over properly inflated IF or VF tires is a very costly “insurance policy.” In the end, what are you trying to gain?

Alliance Tire Americas

James Crouch: Marketing Specialist

At Alliance, we have invested ourselves completely in the development and sale of pneumatic agriculture tires because that is what we believe is the correct solution for providing the best overall performance for farm equipment. Sure, there are applications and field conditions that may lend themselves to belts, but the upfront cost as well as the maintenance costs make it tough to justify even in those conditions.

We are continuously expanding our Agriflex line to provide the optimal solution for farmers. Our Agriflex product offer consists of our IF and VF products which are the best available in reducing compaction and maximizing traction. A properly inflated VF tire will give any track system a run for its money.

To maximize the benefit of VF technology, or even standard radials, the tires must be run at the correct inflation pressure. The more a tire is overinflated, the lesser the potential performance will be. As a tire increases past its optimal inflation pressure, the footprint gets smaller both in length and eventually in width, while a properly inflated tire will provide the largest footprint available for that sized tire. Footprint is often where people assume a track has an advantage. This may not be completely true.

A pneumatic tire, when inflated properly, will evenly distribute the load of the machine throughout the contact area or footprint. This even weight distribution minimizes the damage done to the soil. Tracks are not known for their even weight distribution and instead provide high pressure spots under the idlers or dollies that cause what is known as deep compaction and assist in the creation of hard pan deep under the surface.

Since their spike in popularity, tracks have been researched extensively to try to better understand what actually happens under them in relation to that of a tire. Research from the University of Minnesota supports the theory that a properly inflated tire will offer less compaction than a track.

University of Minnesota Study https://www.extension.umn.edu/agriculture/soils/tillage/tires-traction-and-compaction/

Versatility is another strong benefit of tires over tracks.

One of the driving forces in Alliance’s R&D program is creating tires that can tackle any challenge—creating the right tire for the job. Tracks are basically a one-solution approach. In rubber tracks, you’ve got your classic lug or some minor variations that are very close to that theme. In steel tracks, you’ve got perpendicular grousers. Period.

If you search out the right tire, you can find plenty of options—thousands of them. Different combinations of width and height to get the footprint you want. Sidewall technologies ranging from sturdy, stiff bias-ply sidewalls to VF sidewalls that extend your footprint and your load capacity even further. And tread designs that are optimized for different soil types or conditions, paved worksites, over-the-road travel, gravel and rock—literally every possible situation you may be running in.

Upfront and long term cost is another huge issue with tracks. A new machine equipped with a four-track system will cost over 20% more than a machine with pneumatic tires. This is an upfront cost that likely won’t be recoverable upon trade either. When the belts wear out, the idlers will also likely need to be retreaded or replaced.

On a day-to-day level, it’s also important to note that optimizing inflation pressure to maximize performance is a simple task, and choosing the right tire is as simple as working with a knowledgeable tire dealer. So is changing a tire, something most farmers and certainly any dealer with a decent service truck can do in minutes. Tires don’t require the extensive (and expensive) undercarriage maintenance that track systems do.

The bottom line is that a new set of tracks will come with a significantly larger price tag than that of a brand new set of Alliance Agriflex+ VF tires.

Continental Agriculture North America

Rob Schultz: Rubber Track Global Product Manager

As a broad portfolio provider, Continental offers both rubber track and tires for a complete agriculture solution. To help customers make the right product choice, we have a team of experienced field engineers who visit and consult with customers in the field, as every application is different.

Tires are suited for customers looking for an economic option with low purchase and maintenance costs. The low rolling resistance of tires also leads to lower fuel consumption and provides higher transport speeds than rubber tracks. They have low heat buildup while roading and can be driven loaded and unloaded on both roads and fields, providing versatility in field and on road performance.

The carcasses of Continental agriculture tires are constructed with N.flex technology. The patent-pending material is flexible enough to absorb impact and then return to its original shape without permanent deformation. With tread patterns that have been engineered for efficiency, Continental tires can run on hard and smooth surfaces with high traction, meeting the challenge of smooth roads, rocky lanes, and muddy fields.

Continental Trackman rubber tracks, constructed for the most severe and extreme applications, provide the user more transfer torque to the ground, greater traction, and all with more flotation because of the larger foot-print. This foot-print allows the machine/equipment weight to be distributed across a greater area and lowers the ground pressure, thus reducing ground compaction equating to greater crop yields in most applications.

To improve track machine ride, we developed the guide-lug support system called ARMORLUG®, Anti-Vibration Technology® that reduces tractor vibration. To reduce stubble damage, we have MAXXTUFF wire ply construction providing more ends per inch, and to improve traction, we have the patented ARMORLUG® ULTRA that provides 25% more torque capability than before.

Trelleborg Wheel Systems

Norberto Herbener: OE Applications Engineer

There has been – and will be for a long time – the debate over which system is better “Tires or Tracks.” Both sides have advocates, both systems have advantages/disadvantages that will have a strong influence on the selection of one system over the other. Most important, this decision depends strongly on the use and soil conditions of each farm. We also have to consider the money the farmer obtains by selling his production and the cost of inputs needed to produce the crops.

The following points are what we know as facts:

Farm machinery equipped with tracks is more expensive than ones equipped with tires. So here is the first consideration when analyzing what system to purchase – Return On Investment (ROI) – “does my additional upfront expense really pay off with the advantages I could obtain using this equipment during it’s life cycle?”

Tires don’t have moving parts, but tracks have a lot of them. Moving parts means maintenance and wear. Depending on working conditions and the quality of maintenance this wear could increase rapidly.

The cost of a set of replacement rubber tracks is significantly higher than replacing a set of tires. This is particularly significant on harder ground, as lugs on the tracks are not as flexible as the lugs on tires.

Changing tread spacing or from flotation to row crop with tires is no issue. Track systems normally don’t allow tread spacing or track width changes, as the complete system must be changed.

Units with tracks are generally slower in transport mode than units equipped with tires. This is especially important for farmers with their farming ground spread out, traveling long distances between fields.

Track systems are heavier than tires, increasing the “death weight” the tractor must spend power without working, and reducing available horsepower for the real work.

Tires provide a smoother ride on hard surfaces or roads thanks to the cushioning the air inside the tires provides. On the other hand, tracks can provide a smoother ride on rough fields (specially when traveling across the rows). The tracks – due to their longer contact area – can bridge over ruts. However, when crossing ditches, waterways or small hills, this bridging effect of tracks is less adaptative than tires, reducing temporary the contact area, will teeter forward and drop down on top of the road surface or field.

Track tractors are more maneuverable at the end of the rows as they can counter-rotate, providing the possibility of a zero turn on the spot. This maneuver will create berming when turning on end rows and the farmer will need to level this area before planting (additional time-consuming labor). There is also the risk to jackknife the tractor into the implement when turning sharp on end rows with an implement that is hooked to the drawbar. There is more care and precaution to be taken with track units.

The flexing property of the tires helps improve the self-cleaning during labor in higher moisture conditions.

One large advantage of tracks is as they don’t have air, they can’t go flat like tires.

There has been a lot of discussion and studies about compaction comparisons between tires and tracks. Remember, there are two kinds of compaction. The superficial (what we see on the ground) is related directly to the pressure per contact area (total weight of the equipment divided by the contact area between soil and tires or tracks). The second compaction is the sub superficial (we don’t see because it’s beneath the ground) that is directly related to the weight per axle – independent of the contact area of the tires or tracks.

With superficial compaction, the general assumption is that tracks provide a lower superficial compaction as there is more surface contact with the ground compared with tires. This idea would be correct if the pressure (total tractor weight) was distributed uniformly on the complete contact surface of the track with the ground. Studies have shown, however, that this assumption is not the case and that the largest pressure occurs on the drive wheel and there is very little pressure applied in between the dolly wheels. With this in mind, and assuming that “if” a track has “X” times larger contact area as the comparable tire set on a tractor, the superficial compaction is “X” times lower – that’s not the case.

On the other hand, as the sub-superficial compaction is directly related to the tractor weight per axle and track tractors are heavier as tire tractors (a 4WD articulated tractor with tracks can be between 20-30 percent heavier than the tire version), track tractors are running with disadvantage related to the sub-superficial compaction

Last but not least (and the most controversial point of all) – which is more efficient in terms of traction and fuel consumption. This answer will be influenced directly by each point of view, soil type and condition, equipment in comparison, weight of the equipment, and equipment configuration. The only way to make a fair comparison is to have the same equipment (one on tires and the other on tires) correctly set up, on the same field and conditions.

BKT USA, Inc.

Dave Paulk: Manager Field Technical Services

The debate between tires versus rubber tracks is ongoing. A lot depends on where and when you are using the equipment. It also depends on gaining flotation and traction in wet ground or reduced ground disturbance and traction in dry dirt. The main difference between tracks and tires is how they distribute weight, and how this benefits you.

Tires have footprints that contact the ground during the revolution of the tire. The machine’s weight has to be transferred evenly to the ground during these revolutions. The larger the footprint of the tire, the more evenly the weight is distributed, and the less ground bearing pressure it delivers. Tracks have a much greater ground contact area that reduces the tractor weight transfer to the ground. Thus, in theory tracks delivers less pounds per square inch (PSI) of ground bearing pressure than tires. The points of contact of the bogey wheels and drive wheels increase this some.

In terms of traction, tracks work better in wet soil. Tires do as well or better in dry soil. Tracks tend to float across the ground in wet dirt, thus not creating ruts. Tires have to work a little harder in wet soil, and can leave ruts. With the advent of IF and VF tires, you can run lower air pressures to give more foot print, traction, and flotation.

In terms of fuel economy, tracks are designed to work with about 5% slippage. Tire are designed to work with between 8% and 15% slippage, with closer to 8% being optimum. Tracks are possibly a little more fuel efficient with less slippage factored in, but there are other factors to consider, such as the cost of operating and maintaining tracks.

Soil compaction has to be considered when using either one. On average, tracks deliver about 4-8 psi of ground bearing pressure to the soil when parked. This can change some when the tractor is under a drawbar load, and because of track stiffness. The points of contact with the drive wheels and bogey wheels increases this some. Radial tractor tires generally have 1-2 psi higher than their inflation pressure. IF (Increased Flexion), and VF (Very Increased Flexion) tires were developed to carry the same weight as standard tires with lower air pressures. IF tires will carry 20% more weight at the same air pressure as a standard tire, and VF tires will carry 40% more weight than a standard tire at the same air pressures. If you can run 6-8 psi of air in tires, you are pretty close to tracks.

Tracked tractor suspensions have gotten much better from the early days of tracks. They are more comfortable to drive on the road. While the track manufacturers have much better compounds, there is a lot of set up with the undercarriages for a track installation including alignment, and lubrication.

Tires still seem to work better when a farmer has to move equipment around from farm to farm. Although agricultural tires are not specifically made to run on the road, they still deliver more hours than tracks.

So, which is better? Tracks definitely have an advantage in wet soil. You have heard the old adage, “if it’s too wet in the field, stay out.” Sometimes that is not reality, as crops have to be taken out of the field in the fall, no matter the weather or conditions. This is the purpose of tracks on combines and grain carts. In dry dirt, tires and tracks are pretty close, as far as traction and soil compaction are concerned.

The more serious question is the cost of operating tracks or tires. Although the price of tracks have come down a little, they are still expensive. The cost of maintaining the suspension on tracks is expensive compared to a tractor with tires. On a tractor with tires, you basically only have to worry about tires, wheels, and hubs. There are many more moving parts on a tractor with tracks. While there are advantages and disadvantages to both, a farmer has to decide what is best for his farm, and what costs he can live with.

Tracks vs. Tires has been an ongoing debate in the ag industry for many years. Depending on what side of the fence you are on each can make the case. But it really boils down to cost. Fact is, tracks although they do a fine job in certain applications, the cost to own and operate always catches up with the end user. From initial purchase cost, ($60K to $100K) more for a track machine over a wheeled machine of the same horsepower, to the inevitable maintenance cost on the tracks which includes not only parts but time to continually lubricate and adjust.

There have been numerous studies that show advantages to both for traction and flotation again depending on the source. When it comes to compaction the idea that a track has an advantage is a bit of an misnomer. Flotation and compaction are two different conversations. In studies, it has been proven that track machines actually have higher ground bearing pressures than a wheeled machine with correctly inflated tires. Tracks machines tend to be heavier than their wheeled counterpart. That load is being carried and is concentrated on the bogies and idlers in the track itself not equally distributed across the track. Since a tire has an air chamber the load is distributed more evenly across the footprint.

With the release of the Goodyear LSW1250/35R46 and the LSW1400/30R46 it has become apparent that a wheeled machine can match the flotation of a track machine with all the advantages of a wheeled machine like higher road speeds with unlimited durations. Pulling power is identical between the two when tractors are properly ballasted. We are seeing a major trend moving away from tracks and to the super singles going on in the market place. OE’s are evaluating and will most likely be offering them in the very near future, and we are looking forward to leading the market with our super single tire innovation.

All information is provided in this blog solely to provoke thought. All deductions made from information on this site must be confirmed by Certified Ag Tire Dealer before use. Ag Tire Talk does not recommend anyone conduct tire service work with exception of Certified Ag Tire Dealer Professionals.

Cyclic Field Operation or CFO designation applies to IF tires. Per the Tire and Rim Association, the cyclic service is intended for use on a vehicle with a minimal requirement for torque transmission and with appreciable total weight fluctuations, like those on grain carts, combine and air seeders which are repeatedly filled up and emptied. Maximum loads cannot be carried for more than a mile at a time at designated speeds. CFO allows the IF an increased load capacity of 55% when operating under 10 mph and a 30% when operating 11-20 mph. The benefit for growers is that if the IF tire is properly inflated it will be operating at a 20% lower inflation pressure compared to its standard tire counterpart which equates to larger footprint and less ground bearing pressure which means less compaction and ultimately higher yields if the conditions are right.

Standard non IF have a similar Cyclic Loading that they abide by. The definition of cyclic loading is the same, however a standard radial tire operating in a cyclic application may carry 55% more under 10 mph and 70% more under 6 mph with a 25% increase in inflation pressure with a minimum increase of 6 psi and a maximum of 12 psi.

As you can see from this example, there is a 12 psi difference in operating pressures in a cyclic application which would equate to a larger footprint and less ground bearing pressure. However, one downside to IF in a cyclic application is the 15% loss of additional load capacity under 6mph on tires with identical load indexes, which to some growers may be more important to them than the lower inflation pressure. Bottom line is I would suggest that growers understand exactly what that piece of equipment weighs no matter what tire they have on it and set the inflation pressure appropriately to ensure they are running with the largest footprint possible to minimize compaction.

CEAT Specialty Tires Inc.

Jim Enyart: Technical Manager

The Cyclical Field Operation designation has been utilized for tire inflation recommendations on combines & grain carts where load is accumulated and dispersed during harvesting operations. The CFO pressure recommendations allow for increased load carrying capacity due to the duration of maximum loads.

In recent years there have been advancements in tire technology with the development of “IF” or increased flexion and “VF” or very high flexion tires. This technology allows a tire to carry about 20% (IF) or 40% (VF) more load at the same inflation pressures as the conventional radial tires or the same load with a respective reduction in inflation pressures as well as having the increased load carrying capacity during cyclic field operations (CFO) during the harvesting process.

Choosing an “IF” or “VF” – “CFO” designated tire would be appropriate when load carrying capacities of standard radial or bias tires are not adequate to carry the maximum loads for combines & grain carts during the harvesting process. This option should also be considered when your harvest season involves wet or muddy field conditions. With increased footprints and additional flotation provided by these tires, growers can increase harvesting opportunities during adverse conditions and may be the difference between harvesting or just salvaging what’s left of your crop. Growers may benefit from reduced ground pressures and compaction but that will depend on many factors including soil moisture, climate and production system among others. Reducing soil compaction contributes to maximizing production and should always be evaluated in every grower’s operation.

Firestone Ag

Bradley J. Harris: Manager, Global Agricultural Field Engineering

Radial tires that are marked with CFO after the tire size, are IF or VF marked radial tires that are approved to be used on agricultural equipment that experience a significant change in axle load while operating in the field. CFO stands for Cyclic Field Operation and agricultural equipment that would operate under these conditions are combines, grain carts, and air seeders. In cyclic operations, the axle load increase and decreases when harvesting or planting crops. This additional load is carried at low speeds in the field are not carried on the road.

Before the introduction of IF and VF marked radial tire, bias and standard radial tires had been used on equipment with cyclic loading conditions, but the tires didn’t require any extra identification. The standard developed by The Tire and Rim Association approved cyclic loads with + 6PSI for Field Service Maximum Cyclic Load. The standards allowed extra loading on bias and standard radial tires based on the application and travel speed of the equipment.

When the tire industry introduced the IF and VF marked radial tires, the standards did not allow extra loading based on reduced speed or application. When farmers started to see the benefits of the IF and VF tires on their tractors, they requested to use the IF and VF marked radial tires on their combines and grain carts. To address the requests, the tire industry introduced the CFO standard for the IF and VF marked radial tires. An IF/CFO marked radial tire will still carry 20% more load then a standard radial tire for road transport, but in cyclic service it will carry and additional 55% more load without increasing the inflation pressure. For farmers concerned about soil compaction during harvest, the higher load capacities of the IF/CFO tires require less inflation pressure. To make this easier to visualize, Chart 1 shows the inflation pressure required for a flotation tire used on a combine. The chart compares similarly sized bias, standard radial and IF/CFO radial tires. The axle load for each class of combine is an approximate maximum cyclic weight for the machine. This is just a general comparison, please consult your operator’s manual for axle loads to determine the inflation pressure required on your combine.

In the chart, a class 8 combine has a cyclic axle weight of 60,000 lbs. To be able to carry the load, a 76×50.00-32 bias tire requires 36 psi, a 1250/50R32 standard radial requires 28 psi, and the IF 1250/50R32 CFO radial requires 19 psi. If a farmer is trying to limit ground compaction, they would want the IF/CFO tire on the combine.

The major benefit of using CFO tires on harvest and seeding equipment is being able to carry the axle load at lower inflation pressures compared to the same sized standard radial or bias. The lower inflation pressure help reduce soil compaction in wet conditions. The IF/CFO tires will also have a larger footprint vs a standard radial, helping increase flotation during a wet harvest. On larger grain carts, the IF/CFO tires may have enough load capacity allowing customers to still use one axle instead of multiple axles or tracks and control equipment cost. The CFO marked tires are just another tool customer’s have to help minimize soil compaction as the equipment gets larger.

Alliance Tire Americas

James Crouch: Marketing Specialist

Cyclical Field Operation, or CFO, is a 55% load bonus given to specially designed and constructed IF tires while that tire is being used in a “cyclical” condition and operating at or below 10 mph. “Cyclical” means that the load applied on the tire is in constant flux during the normal operation of the machine on which the tires are fitted; the tires are engineered and built to handle the fluctuating load, including its peaks. The perfect and purest example of this application is a combine during harvest.

Consider the combine moving through a soybean field. The combine is moving at 6 mph and is using its header to harvest beans. The harvested beans move into the feeder house, through the separator and then are deposited into the grain bin of the machine. At the same time, the combine is actively transferring the harvested beans from the on-board grain bin into a grain cart that is following closely beside. During this time, the weight of the soybeans is a live load—their weight is flowing through the combine and then out to the grain cart, shifting from tire to tire. Ultimately, their weight is never constantly being applied to the tires.

A “live,” fluctuating load—like grain at harvest or a spray tank during application—is the only type of load that can take advantage of the CFO tire’s load bonus. CFO tires are exceptionally strong, but they are NOT designed for sustained extra-high loads.

The CFO load bonus is only found on IF and VF tires. IF (Increased Flexion) tires offer a 20% load capacity bonus over a standard radial while VF (Very High Flexion) tires offer a 40% load bonus compared to a standard radial. When you focus simply on load capacity in cyclic operation, a VF CFO tire provides 186% of the capacity of a standard radial tire for peak load in a cyclic operation with no air pressure adjustments. (100% of the conventional radial capacity x 1.40 for the 40% VF bonus, x 1.33 for the 33% CFO bonus = 186%.)

This ability to handle massive spikes in load is a must-have for today’s harvesters. These machines have seen a more significant increase in weight than most other pieces of equipment over the last several years. The introduction of VF CFO technology has allowed equipment manufacturers to offer pneumatic solutions for harvesters that carry the load while putting minimum amounts of pressure on the soil. Minimizing soil compaction is increasingly important. The front axle of a loaded combine can weigh as much as a properly ballasted four-wheel drive tractor.

It would be perfectly possible to carry the loads required by today’s combines with a standard radial tire. However, the air pressures needed to do this job would be incredibly high. A good rule of thumb is that for every psi in the tire, the machine exerts roughly 1.1x that pressure as compaction force into the soil.

For example, farmers can buy a 800/70R38 tire with very high load capacity. But until the advent of VF CFO technology, the only way for a tire that size to carry the load of one of today’s massive combines, filled, was to operate at around 50 psi. That creates a very hard ride and, even more important, means the tires would be pushing down on the soil with a force of about 55 psi. That’s enough force, in many conditions, to create a deep compaction zone that would restrict root growth, water infiltration and air supply.

In short, VF CFO requires 40% less air pressure to carry standard load, and 50% less air pressure to achieve above cyclical load bonuses.

At Alliance, we believe that every modern harvester—and large self-propelled application equipment—needs at least an IF CFO tire and preferably a VF CFO. The loads are simply too high and the cost of compaction is too severe. To show our commitment in improving the situation, we are expanding our Agriflex Technology product line for harvesters to include VF CFO technology in as many sizes as the market requires.

Trelleborg Wheel Systems

Norberto Herbener: OE Applications Engineer

Not all tires are used for the same operation and for that reason additional features have been added to several tire sizes to be more efficient and adaptable to a specific performance need.

One specific kind of tire “enhancement” is the Cyclical capability. This kind of concept applies mainly, but not limited to, combines and grain carts where the load on the tires changes during field operation. During harvest the combine unit (combine plus header and any additional accessories) starts in the field with a specific weight (combine unit weight plus fuel) that is the lowest weight on the field of the combine unit. When the combine unit begins harvesting, the grain is collected in the grain bin, increasing the total weight of the combine unit until reaching a maximum weight when the grain bin is full. The combine unit returns to its lowest weight as soon as the grain bin is emptied and the cycle starts again. This is the concept of cyclic – increasing and decreasing weight.

In a normal operation, a tire generates a certain amount of heat due to the internal rubber friction. This is considered during development of the tire. If the tire is overloaded with more than it is designed to handle, the tire’s temperature will rise and create internal damage to the tire, accelerate wear and potentially separate the tread. A tire designed for cyclical operation takes into account this increase in heat and is reinforced internally to withstand this “temporary” overload.

A tire designed as cyclical will be marked on the sidewall the denomination of CHO (Cyclic Harvest Operation) when it is a conventional tire and CFO (Cyclic Field Operation) if its applied to an IF or VF technology tire.

On a conventional tire, considering the same inflation pressure, the load capacity increases when the working speed is reduced. On a CHO designed tire, the temporary overload permitted is 65% at 9 mph or 80% at 6 mph based on the load capacity at the tire rated speed. For example, the load capacity of an 800/70R38 CHO 178D at 35 PSI is 16.530 lbs. (178) and 40 mph (D). The cyclic overload allows to this tire to resist – at 35 PSI – 27.280 lbs. at 9 mph or 29.760 lbs. at 6 mph. In comparison, a non-CHO version of the same tire would hold only 23.150 lbs. at 6 mph with no air pressure increase.

The same temporary overload concept is applied on IF and VF tires. These tires are designed to withstand higher loads with the overload bonuses lower than on conventional tires. On an IF CFO tire the overload bonus is reduced to 55% and to 33% on a VF CFO tire. This is considering the same inflation pressure and using the same base load capacity at the rated speed and inflation pressure.

What does this mean to the end user? The tires are stronger and heavier but the main advantage is the possibility to reduce inflation pressure with a larger footprint and less soil compaction. When considering what inflation pressure to use, we must know the maximum load the tire can carry at a certain speed.

As an example, (all approximate and rounded values) a Class 7 combine with a 12 row corn head would have a total empty weight of 48.000 lbs. and 66.000 lbs. when the 300-bushel grain bin is full of soybeans.

Considering that the front wheel supports 75% of that load, each tire would need to hold 18.000 lbs. (48.000 lbs. * 0.75 /2 tires) when empty and 25.000 lbs. (66.000 lbs. * 0.75/2 tires) when the grain bin is full. When checking the tire inflation tables for this specific tire size, and choosing 6 mph as a normal working speed during harvest, the non-CHO tire would need an inflation pressure of 29 PSI to hold the 25.000 lbs. when full. The CHO tire, thanks to the cyclical bonus, would only need 23 PSI to hold the same 25.000 lbs. when full. This means that the CHO version needs 6 PSI less inflation pressure.

Cyclical Field Operation (CFO) tires are specifically designed for use on combines, cotton pickers, and grain carts, where varying loads and reduced soil compaction is important to increasing productivity. The IF/CFO design allows for an increase in load carrying capacity, while not having to increase the air pressure. These tires are designed to carry more weight than the same size conventional radial tires and are constructed to withstand the extreme load changes that exist during harvesting. Since load weights are constantly changing- empty to full to empty again- the tires are given a 55% cyclic load bonus at 0-10 mph without having to increase the air pressure.

One benefit is that the IF/CFO rated tire can reduce ground bearing pressure and soil compaction, since it carries 20% more weight than the standard tire at the same air pressure. Another feature is that the air pressure can be reduced to carry the same weight as a standard tire, which also reduces soil compaction. Reduced soil compaction in the field equates to higher yields year over year. In addition, CFO tires can harvest larger quantities with less stoppage time, therefore increasing the farmers’ productivity. In some applications such as with grain carts, the IF/CFO tires are needed to carry the heavy axle loads. Remember that correct air pressure for the load is important when soil compaction is an issue.

Michelin Ag

David Graden: Operational Market Manager – Agriculture

Cyclical Field Operation (CFO) rated tires are designed with technology that allow higher carrying capacity without increasing air pressure during field work and typically found on harvest machinery and grain carts. Harvesters today are heavier than they have ever been. It is becoming more common to see hopper extensions, larger and folding corn heads, 18 row corn heads, etc. These machines are asking more than our standard tires can offer. Therefore, growers need to consider fitting their machines with CFO tires. Not only does a grower gain the additional carrying capacity without increasing air pressure, but he/she will also see an increase in productivity due to traction and flotation in damp soils and significantly lower soil compaction. As a byproduct, they should also see an increase in yield.

It is also important to note performance difference between IF CFO & VF CFO tires. In the summer of 2016, Michelin participated in the Ag PhD show in Baltic, SD at the Hefty Brothers farm. A soil compaction pit was produced to show the reduction in shallow and deep compaction as well as the overall rutting of the VF CFO tire compared to IF CFO harvest tire of the same size.

Using Hefty’s Case 9120 combine with a Capella folding 12 row head and a full hopper (approximately 350 bushel of corn), one side of the machine was mounted with Michelin VF CFO and the other side with IF CFO tires. The combine was weighed and showed 61,350 pounds in this configuration when fully loaded, air pressures were set in accordance with load indexes, and then the combine, in this configuration, was driven on and off the soil compaction pit.

Once we fully revealed the layers of the pit and did the analysis, the results were striking. Our VF CFO tire was able to run at 24psi vs IF CFO tire at 36psi (50% air pressure increase required for IF CFO). We showed a nearly 6% larger footprint when looking at square inches of tire on the ground. Finally, we reduced rutting in the same soil by 20%.

Bottom line, CFO rated tires are a great fit for almost all harvesting situations. However, not all CFO tires are the same. I recommend end users do their research. Understand the difference between IF, VF, IF CFO, VF CFO and variance in load indexes. Any gain in yield goes to your bottom line.

All information is provided in this blog solely to provoke thought. All deductions made from information on this site must be confirmed by Certified Ag Tire Dealer before use. Ag Tire Talk does not recommend anyone conduct tire service work with exception of Certified Ag Tire Dealer Professionals.

Variable air pressure systems allow a machine operator to adjust tire inflation with the simple touch of a button to optimize operational efficiency between field and road based upon preset parameters. This type of system will absolutely become more and more popular in the near future, as it will ultimately provide a combination of superior traction with the lowest possible soil compaction while in field. Today, Harper Adams University has already shown a minimum yield gain of 4% comparing Michelin Ultraflex compared to standard tires. This proven yield gain could potentially be the starting point now!

In fact, Michelin is one of many companies investing in variable air pressure systems through the acquisition of two leading tire inflation system companies, PTG and Teleflow. Michelin has also successfully invented and launched the EvoBib to specifically work with tire inflation systems. The Michelin Evobib, a ‘2 in 1 tire’ was created with a patented tread pattern and casing technology that allows it to change it’s footprint and profile more than 20% and increase traction up to 50%, according to the inflation pressure.

FIELD Air Pressure

ROAD Air Pressure

Very soon, I imagine we will see variable air pressure systems becoming fully automated so operators won’t even have to press a button. These systems will also close the traction gap between tires and tracks, dramatically, at a significantly lower cost. This is all leading edge technology and the agricultural future is coming fast!

Alliance Tire Americas

James Crouch: Marketing Specialist

Variable air pressure systems, or CTIS (central tire inflation systems), will almost certainly gain popularity in the U.S. market. They are already becoming common in the European market and are being offered directly from the OEMs.

The reasons for their increase in popularity and inevitable acceptance span from increased fuel efficiency to reduced soil compaction, but ultimately all the benefits revolve around operating a tire at the exact correct pressure for the load and speed imposed on the tire.

The challenge for Ag Tires without CTIS is that they are almost always over-inflated out of necessity and safety.

The guidelines for setting pressure in an Ag Tire revolve around knowing the worst-case scenario for the tire in terms of load and speed, then using that information to determine what pressure is required to perform that job. For example, consider a MFWD tractor on duals pulling a center-fold planter. This machine will travel to the field at 25+ mph but only move at 6 to 9 mph once it gets in the field.

In this example, the rear tires on the MFWD would likely need to be set at 35 psi for safety when hauling the folded planter down the road. When the rig gets into the field, the pressures could be reduced to 10 to 14 psi because the full load from the planter would no longer be imposed on the rear axle and the speed would be dramatically reduced. Reducing the inflation pressure during the planting operation would allow the tire to operate to its optimum, improving traction, increasing fuel efficiency and reducing soil compaction.

But in reality, very few farmers are going to take the time to get out of the machine and reduce the air in their tires once they pull into the field. This time-consuming task would be completed automatically with a CTIS system.

At Alliance, we’ve been among the leaders in the market in developing lines of all-steel IF (increased flexion), VF (very high flexion) and high-speed flotation tires. Thanks to design, engineering and construction, they all perform excellently in real-world conditions—which includes running in the field at inflation pressures that are better suited to the road. But they deliver their full benefit when they are operated at their optimal pressure for load and speed. CTIS helps farmers really get the most from their tires.

CTIS systems are already catching on in Europe, where awareness of the cost of soil compaction is high, and so is the percentage of the time tractors spend on the road going from field to field. So far, most American farmers have been reluctant to invest in CTIS.

But US and Canadian farmers are starting to realize that in order to get maximum productivity from the horsepower they’re buying—to make sure all that horsepower is reaching the ground—they need to manage inflation pressure. And a CTIS package is a small fraction of the cost of a modern tractor, so I think we’re going to see a whole lot more of them.

BKT USA, Inc.

Dave Paulk: Manager Field Technical Services

I do see variable air pressure systems becoming more common place on equipment as the prices get more affordable. They are expensive to buy and install, but should pay for themselves over the life of a high horse power tractor. Maintaining correct air pressure is so important to ensuring that all the right things happen with a tire.

Most tractors that would use a variable air system would use radial tires. Radial tires require a better air management program than bias ply tires do. Various tests have shown that incorrect air pressure can waste 20%-40% engine power through slip and increased rolling resistance. Incorrect air pressures can also lead to power hop problems.

Operating a tire under inflated for the weight can damage the tire construction and reduce the life of the tire. Operating at just 10% under inflation can reduce tire life by 15% or more, it increases rolling resistance and uses more fuel. This also affects the ride of the tractor and leads to increased wear on the road.

Operating a tire over inflated increases soil compaction and decreases tractive efficiency. This leads to lower yields and more fuel. Again, the ride comfort and tire wear on the road will be affected. Over inflating a tire by 20% can lead to a 30% decline in performance.

These can be small amounts of PSI change to maximize performance, and get the most out of tires.

With this being said, variable air systems can be set to manufacturers recommendations and maintain correct air pressures according to the tractors use and implements used. These systems are being used on over the road trucks and seem to work well.

IF and VF rated tires are designed to use less air pressure to carry the same weight as standard rated tires. Making sure that air pressures are correct to carry the intended load is important, since air pressures are less. By using variable air systems, this insures that the tires maintain correct air pressures without the need to continuously check air pressures. . BKT makes the Agrimax Spargo in VF sizes, and the Agrimax Force for high horsepower tractors in IF sizes. BKT also produces a line of radial implement tires in IF sizes.

I do believe we will begin to see more and more onboard inflation systems showing up in the U.S. in the next 5 years. As precision farming presses on from the science of the seed, application and condition standpoint, growers are going to be looking for other opportunities to improve machine performance.

Farming and tires has been a relationship of compromise. Growers understand that more compaction reduces yield. But they also understand that their time is money also. As tire technology has evolved with deflection technologies like IF and VF, it has enabled growers to run at lower inflations up to 40% lower. However, inflation pressure for transport may be different than inflation in the field. Growers will not get out of their machine to drop inflation pressures for 20 minutes to operate in the field then re-inflate for another 30 when they get back on the road. Knowing this we as the tire industry educate them to inflate the tire for the worst case scenario. This eliminates the possibility of damaging the tire due to an overloaded and underinflated condition. By doing this the grower is giving up footprint area in lighter conditions such as planting which may hinder the yield.

The idea of the onboard inflation system is that it allows the grower to easily and relatively quickly adjust the inflation pressures in the tires from the comforts of the cab. This then allows them to maximize the tires footprint based on the load for each individual task hence reducing compaction and potentially increasing yields. Up to this point the reliability and cost of these types systems have turned away many. Smart phone technology along with more reliable hardware components have made the idea more acceptable. Cost however is still a hindrance for the technology. Aftermarket systems are approximately $15K, and at $3.00 corn the decision to pull the trigger on the system relies greatly on that customer’s idea of the chances of them recouping their cost in additional revenue.

It is a proven fact that a properly inflated tire for the load performs better, ride, compaction, wear. With the onboard system the growers will be able to enjoy these benefits. It is just a matter if they are willing to pay for it. OE’s in N.A. are looking at introducing onboard systems. There are manufacturers that currently offer the systems on tractors but these are primarily in the European market. The additional cost for the option in N.A. will be the main hurdle until some are sold and there is shown to be a benefit, then I believe the systems both Original Equipment and Aftermarket will gain in popularity.

Firestone Ag

Bradley J. Harris: Manager, Global Agricultural Field Engineering

Yes, central tire inflation pressure systems (CTIS) will become more popular on agricultural equipment in the future. When properly used, these systems can lead to improved traction in the field and reduced soil compaction which can improve crop yields. These systems allow farmers to quickly manage the inflation pressure in the tires when the axle weights on equipment changes between field and the road. This is why CTIS systems are becoming popular in Europe. Farmers in Europe use a lot of 3-point mounted equipment, and the axle loads change between the field and the road. In North America, not all tractors on a farm will need to be equipped with a CTIS system, and some farms will not need these systems at all. Today, when farmers are looking at purchasing an aftermarket CTIS system, I make the following recommendations to help them decide if these systems will or will not make financial sense.

A CTIS systems makes sense for tractors when the axle weight changes between road transportation and field operation. The most common scenario in North America would be the planter tractor with a 2-point mounted, front fold planter. During road transport, the planter wings fold forward and the planter weight is carried on the rear axle of the tractor and only 4 tires on the planter. Weighing a 235 horsepower MFWD tractor with a 16/32 row front fold planter (Figure 1), the rear axle weight of the tractor is around 27,000 pounds during road transport. When the planter is unfolded in the field, the weight of the planter is now taken off the rear of the tractor and is being carried primarily by the 8 tires on the planter. Now the rear axle weight of the tractor is 16,500 pounds. With dual 480/80R50 tires on the rear of the tractor, the farmer would need to set the inflation pressure to 23 psi to carry the 27,000 pounds for road transport. When the tractor is the field, 23 psi is an overinflated condition to carry the 16,500 pounds. Having the higher inflation pressure will not damage the tire, but it does reduce the tire’s footprint. With a smaller footprint, the tire cannot fully transmit power to the ground. This reduces traction in the field and increases fuel consumption. With a CTIS system the farmer could inflate the rear tires on the tractor to 23 psi on the road, and when they get to the field the inflation pressure could be easily lowered to 12 psi. This would give the farmer the optimal footprint and all the tire to generate the maximum traction. After the field is planted, the farmer would push a button, and the rear tires would be inflated back to 23 psi for road travel. On planter tractors, I encourage farmers to explore the idea of purchasing a CTIS system.

Deere 8235R with 2-Point Mounted 16/32 Planter

The CTIS system doesn’t make financial sense on tractors where the axle weight doesn’t change between road transport and field use, like tractors pulling drawbar tillage and planting equipment that transfers little to no tongue weight to the tractor. Using the same 235 horsepower tractor only on a field cultivator or disc, the rear axle weight of the tractor remains consistent at 16,500 pounds and the inflation pressure required is 12 psi all the time. The farmer would not benefit from a system that changes pressures between road and field. In this case, it makes more sense for the farmer to look at a tire pressure monitor system (TPMS). These systems are similar to the pressure monitor on newer cars and trucks. The TPMS display can be placed in the cab of a tractor and if the pressure is low it will notify the farmer and show which tire needs to be inflated.

While CTIS systems are not an option on all new tractors, there will likely be an increase demand for these systems as options from the factory. If you feel your operation could benefit from CTIS, I encourage farmers to look at how they are using their tractors and what tire size is on the tractor. If the tractor does have different axle weights between road transport and field, there are after-market systems available in North America to add to the tractor. By matching the inflation pressure to the axle load, the tire will be developing the maximum footprint, generating the most traction and not wasting time and fuel in the field. Having the ability to use the lowest recommended inflation pressure also minimizes soil compaction, which should result in better crop yields.

Trelleborg Wheel Systems

Norberto Herbener: OE Applications Engineer

Because farmers are concerned about reducing soil compaction and increasing their equipment’s effectiveness, maintaining the right tire inflation pressure is a must. The good news is that tires have evolved a great deal (technologically speaking), and behave according to their construction (design), inflation pressure, applied load and working speed in an interconnected way. If setup correctly, tires will perform as expected.

There’s a delicate balance between factors such as tire size, design, inflation pressure, applied load, and working speed. Many tires have evolved from a “traditional” 65 to 75 ratio (for example a 520/70R38) to a more modern 85 to 105 ratio (for example a 520/85R38). These new ratios enable the tire to hold more air and increase the load capacity. This increased load capacity should reduce the desire to over inflate the tires –which ultimately reduces the footprint, increases specific pressure on the soil and causes soil compaction.

The first step is knowing the load or weight the tires will carry and the speed that will be used to carry that load. With this information farmers can adjust the inflation pressure to gain the highest tire efficiency. It’s important for farmers capture the exact weight their equipment –which can vary significantly from published weights in product literature –to ensure that tire pressure matches the proper inflation needed for each specific condition. What are the goals? The largest footprint for the lowest compaction, with the lowest slippage (due to more lugs being on the ground). Balancing floatation and grip are key.

While this sounds easy, with constant changes to the loads and speed of farm equipment, it isn’t. This is where variable inflation systems come into play and will become the future standard. Many equipment manufacturers are collaborating with tire manufactures on Central Tire Inflation Systems (CTIS). One example is Fendt and Mitas creating the Vario Plus – Aircell System (winner of the Gold Medal for Innovation at Agritechnica 2017 in Hannover, Germany). This system allows for a quick adjustment in inflation pressure when changing between field and road operation. Traditionally farmers have skipped the time-consuming task of increasing inflation pressure on each tire when leaving the field and kept tires inflated to maximum pressure –a gain in convenience, but a sacrifice in efficiency in the field.

The next evolutionary step is a constant monitoring and changing air pressure system adapting to load and speed changes in real time and inflating or deflating tires as needed. Imagine a combine with the grain bin filling, unloading and changing speed depending on the local yield. In this direction Trelleborg presented the VIP System (awarded the Gold Medal for Innovation at the 2017 SIMA Show in Paris, France). This self-contained system continually monitors load changes and adjusts tire inflation pressure by using its own compressor (mounted on the tire hub) to maintain the correct pressure, largest footprint, lowest soil compaction and best traction possible. This system reduces fuel consumption, slippage and working time, while saving the farmer from checking air pressure constantly and allowing for better crop conditions and yield.

As equipment evolves in more automatized and efficient way, a variable inflation system for the tires is part of that evolution. Farmers will benefit with increased equipment efficiency, performance and crop yield, along with the reduced stress and workload that come from an automatic system. As an additional benefit, using the tires under the conditions for which they were designed will help them suffer less stress and last longer as they will be used at their peak performance capacity.

Continuing AG Tire Talk’s new platform, enabling AG Tire Manufacturers to weigh in on and help growers solve tire related issues, ONE Question was posed:

In MFWD Tractor Row Crop application, what tire features should grower look for to improve traction, reduce operator fatigue, and improve yield?

Alliance Tire Americas

James Crouch: Marketing Specialist

One of the most effective ways to improve traction, protect yields and reduce operator fatigue is to operate at the lowest appropriate inflation pressure. Reduced pressure creates a larger footprint, which increases traction in all conditions.

That larger footprint also increases flotation. By increasing flotation, you can reduce rolling resistance and minimize soil compaction. Reduced compaction has been shown to improve yields by preserving the soil’s natural structure, which contains spaces where air and water can be accessed by growing roots.

The reduced pressure in the tire also allows the sidewall to act as shock absorbers between the operator and the field, reducing jolt and vibration and providing a smoother ride that reduces operator fatigue.

Reducing inflation pressure can be accomplished with any tire—just check the manufacturer’s load/inflation table for your tire at the weight and speed you’ll be working with. New technologies such as IF (increased flexion) and VF (very high flexion) tires really amplify the effect because their design and construction allow them to operate at especially low inflation pressures, and their extra-flexible sidewalls provide an extremely smooth ride.

For decades the vast majority of the tires leaving the factory on MFWD were typically stand row crop duals, meaning typical width of the tires are about 18”. The concept is that the tires will run in the row and straddle the planted seed bed. Technologies in those sizes have evolved to IF/VF. This is a deflection technology in which tire manufacturers are allowing end users to operate at lower inflation pressures 20% with IF and 40% with VF. As the tire deflects more the footprint grows and increases the contact area of the tire reducing the ground bearing pressure and in turn reducing compaction. The major downside is that this technology is 100% based on the fact that end users have to constantly maintain and adjust inflation pressures according to the application or implements they are transporting and using in the field. The one time inflation pressures are not adjusted, that end user just lost the advantage he paid for getting into IF/VF technology tires.

Titan/Goodyear along with most major tire manufacturers have IF/VF technology, but we prefer to live in the real world knowing that end users have an extremely difficult time managing inflation pressures if they do at all. I always give the example of the guy that has a folded up planter hitched to the back of his MFWD tractor with dual IF tires. In order to transport that planter the tires will have to be inflated to 18 psi to carry the additional load. He drives 15 miles to the field, then unfolds the planter, he now needs to get out and spend the next 15 to 20 minutes letting air out of his tires to the proper inflation of 8 psi to utilize the IF technology. Once he is finished planting, he then folds up the planter getting ready to move to the next location. But before he can, he must get out and spend another 15-20 minutes putting air back into the tires to 18 psi to transport. I think you can see the inefficiency of this and how the majority of growers will not do it. They will most likely set it at 18 and just leave it for the rest of the season, by doing that they have lost all advantage they paid extra for. I believe in most every case if not all this happens, and at the end of the day it is not a value to the grower.

Titan has introduced what I call a dummy proof bolt on technology with our LSW Extreme Floatation super single line. These LSW (Low Sidewall) tires not only incorporate LSW technology which reduces power hop and road lope that improves operator comfort and fuel economy, these tires due to their physical size are designed to replace standard row crop duals providing up to a 25% larger footprint under the tractor. Not only do these tires float better in the field, they don’t rut like standard row crop duals in wet conditions, minimizing residue disturbance. Pinch row compaction is definitely on the minds of producers and this option addresses that concern not only on MFWD but articulated tractors that may be put into a planting application. Some trials have shown as much as 5 bushels more per acre benefit using the LSW super singles instead of row crop duals. The planted seed bed is more uniform and stable without ruts reducing the amount of water standing in wheel tracks all season long negatively affecting the yield and bottom line. Manure haulers have found these to be the tire of choice due to the minimal field disturbance and rutting in less than favorable conditions along with ride comfort when transporting.

BKT USA, Inc.

Dave Paulk: Manager Field Technical Services

When selecting a tire for MFWD Row Crop tractors, there are several factors that should be considered to improve traction, improve yield, and reduce operator fatigue.

Tires with the correct load carrying capacity for the tractor and implements should be used. Correct air pressures help eliminate tire issues from overloading and rider comfort. The lower the air pressure a farmer can use, the softer the ride.

Proper traction is important to minimize fuel costs, save operator time in the field and avoid slippage on the tires. BKT’s radial agricultural tires are designed as R-1W’s with a 45 degree lug. The R-1W has 20% deeper tread than a comparable R-1. The 45 degree lug provides excellent traction in the field. These tires have excellent self-cleaning features that prevent mud and dirt buildup in the lugs.

Air pressure is important to gain proper traction and reduce soil compaction. By using the correct air pressure for the load, the user gains a wider footprint for traction. The wider footprint also distributes the weight of the tractor to a wider area, and reduces soil compaction. Reduced soil compaction leads to better yields.

In selected sizes, soil compaction can also be minimized by using “IF” rated tires. The “IF” rated tire is designed to carry 20% more load at the same air pressure as a standard tire. With this in mind, you can run these tires at lower air pressures to carry the same weight as your standard tire. By using less air pressure, the user lessens ground bearing pressure, reduces soil compaction, and gains better yields.

Eliminating power hop is important for driver comfort on a MFWD tractor. This can be achieved by insuring that the tractor is weighted correctly with the proper air pressure. It guarantees a smoother ride.

When mounting new tires, the beads should be properly seated to the rim to eliminate vibration and sway.

BKT utilizes a 45 degree angle lug for road transfers. This gives the tire a smoother ride, and added stability while moving from field to field.

If tire sizes are changed on a MFWD, the user must stay in the lead/lag guidelines set by the manufacturer. If rolling circumferences are mismatched, this can cause tire wear problems and possible transmission problems. This also effects ride comfort.

By selecting the right tire for the load, using the correct air pressure for the load, and setting up the MFWD tractor by manufacturer standards, this will insure that you will reduce soil compaction for better yields, have improved traction, and enjoy a better ride.

Michelin

David Graden: AG Sales & Development Manager

In a MFWD Row Crop application, there are many things that can be done to improve traction, reduce operator fatigue and, especially, improve yield. For instance, you need a tire that can carry the maximum operating weight at low air pressures in addition to providing a long, wide, flat footprint as a result of flexible sidewalls. One of the simplest, most cost effective, is to fit your tractor with VF tires.

With the help of your Michelin Ag Rep, you will have the ability to weigh your machine, calculate the proper weight distribution to transfer maximum torque, and dial in your air pressures to the lowest possible inflation to carry the maximum load.

With proper weight distribution and air pressures in a VF tire, you will gain an incredible foot print that, not only, carries your load smoothly across road and field, but will provide you with substantial traction and yield gains due to less compaction! Recently, Harper Adams University has conducted an independent study showing yield gains of up to +4% and fuel consumption of -10% while using Michelin VF tires vs standard tires. The revenue increase deserves a look!

Trelleborg Wheel Systems

Norberto Herbener: OE Applications Engineer

First, we must recognize that today’s tires have evolved in parallel to agricultural machinery technology and can supply optimum performance. Tires are no longer a “commodity” or a “black doughnut” and are the key piece that allow all the machinery’s power to be transmitted to the ground. Every farmer strives to use 100% of horsepower available to them. There are several aspects a farmer must consider when selecting tires for his equipment. The selection will depend on the objective, for example, traction, compaction, ride comfort, etc., and also take into consideration restrictions such as max size that can be used, local weight and width restrictions, farm space, etc.

Once the size has been selected, the producer must decide which technology and design to choose.

First, take into consideration the tread pattern type. For tractors, most commonly used are the R-1 or R-1W types. R-1W is an evolution of R-1, where the W means “Wet”. A notable difference is that on the same tire size, the height of a lug on a R-1W is 20% taller compared to an R-1. Also, the profile of an R-1W is squarer in shaped than a R-1 tread design. Advantages of an R-1W design are better traction due to lugs going deeper in the soil, more lug contact with the ground which allows better traction and less compaction, and also longer durability as the tire has 20% more rubber on its shoulder.

The second point is the lug pattern design. Tires have evolved from the traditional 23-degree lug design to the advance design to up to 45 degrees. With a 45-degree design, the tire offers more lug area in contact with the ground all times. In addition, the 45-degree lugs improve ride comfort. Having a 45- degree design allows the tire to have more lugs on the ground at the same time with a smoother and seamless transition between lug contact. A 45-degree lug design is considered a midpoint between a bumpy ride in a metal track design which would be lugs at a 90-degree angle with the ground, and a rib tire where the ribs are parallel with the direction of travel.

The next point is the lug design and geometry. Traditionally, lugs were a designed to be straight with a 23-degree angle with a constant width. After years of testing and experience, current lug designs have adapted to be curved to ensure better traction and self-cleaning capabilities. Among the most advance tire designs – like Trelleborg’s TM series – include lugs with various widths, “wings” on the end of the lug that help to maximize the tread width for an extra wide footprint resulting in lower compaction, and a wider lug head to improve wear resistance and longevity.

These lug designs and R-1W tread pattern work together with the extra flexible sidewalls. Don’t be afraid to lower the air pressure, following the manufacturer’s recommendation, depending on the load and speed, and allow the tire to “bulge” on the side. Tire manufacturers like Mitas and Trelleborg – design their tires in order to be flexible, improving the footprint area to protect from compaction, and improve ride comfort.

In addition, other innovative designs help improve traction and self-cleaning capabilities. Trelleborg’s Progressive TractionTM design relies on an innovative double edge lug. The technology introduces two points of anchorage to boost grip for improved traction. The stronger lug base also reduces vibration, wear, and fuel consumption. Trelleborg tires are well known for their inter lug terraces. This design, combined with the flexible sidewalls, allows the tire to expel the soil that can stick between the lugs while in the field. This feature improves traction and ensures cleaner roading.

All these innovations allow the farmer to increase his equipment efficiency, reduce compaction, boost yields, reduce fuel consumption, reduce wear, reduce driver fatigue and most importantly, improve his bottom financial line. We have to remember that all these advantages can only be exploited if the tire is used correctly like it has been designed. Trelleborg works hand in hand with major equipment manufacturers to ensure tires are designed and matched to equipment needs. From the farmer’s side, he must be conscious that the correct inflation pressure enhances all these benefits. Check the tire manufacturer’s manual and find out what the correct inflation pressure is for your equipment and application to maximize results.

Firestone Ag

Bradley J. Harris: Manager, Global Agricultural Field Engineering

In the current ag market, producers are trying to get the most efficiency out of their tractors to control costs. The efficiencies operators are looking for include, maximizing traction, cover more acres in less time and improve crop health by limiting soil compaction. The tires used on tractors and the inflation pressure required, can be the biggest contributor to improving traction and controlling soil compaction. When operators start looking at tire options, there are multiple questions asked by the tire dealer:

Tire construction: Radial or Bias

Tread Depth: R-1, R-1W, R-2

Standard radials, IF radials, or VF radials

When faced with these questions all at one time, operators may feel like a deer in the headlights. To avoid that feeling and to prevent you from saying, “just give me something that works”, here are a few explanations to the questions so you can be confident making a tire purchase.

Radial or Bias Tires

When purchasing tires for a MFWD tractor used for primary tillage or planting, radial tires are more efficient then the same sized bias tire. When properly inflated, radial tires develop a longer footprint compared to the bias tire and carry the same axle load at less inflation pressure. The longer footprint allows for more tread bars to make contact with the soil and it develops more traction. More traction results in less slip and that allows for more work to be completed in the short planting and harvesting window. Research conducted by tire companies, equipment manufactures and land grant universities, radial tires developed 6% to 14% more traction verse the same sized bias tire. This increase in traction resulted in more work being done per hour, less fuel being used per day, and less hours put on a tractor each year.

The longer footprint of the radial tire also results in a longer wear life compared to the bias tire. This longer life is directly related to the fact there are more tread bars making contact with the ground which reduces contact pressures. Reduced contact pressure means the tread bar will not wear out as fast. The improved wear life is one of the major reason radial tires are used on cars, light trucks, and large trucks.

Radial tires are also designed to carry the same load as bias tires with less inflation pressure. The ability to use less inflation pressure results in less soil compaction improving crop health. When properly inflated, radial tires have the signature sidewall bulge or look flat compared to the bias tire. This bulge, or sidewall deflection, is what allows the tread to have the longer footprint. The deflection also allows for a softer ride which could help reduce operator fatigue after a long day driving on rough ground.

Yes, radial tires do cost more because of the materials used and how they are constructed. This cost difference is offset by the increased in traction, reduction in fuel cost, longer tire life, less soil compaction and a more comfortable ride.

Tread Depths: R-1, R-1W, R-2

The agricultural tire industry classifies the tread depth of traction tires using the nomenclature R-1, R-1W, and R-2. This marking helps tire manufactures standardize the tread depth of a tire, so operators can properly compare tires. The R-1 tread depth is the base tread depth for that size. Tires marked R-1W have a tread depth that is 20 to 30% deeper than the same sized R-1 tire. The tread depth of R-2 tires is two times deeper than R-1 tires.

In most North American soils, R-1 and R-1W tires are the standard tread depth used. In normal soil conditions there is little to no traction difference between a R-1 and a R-1W tire with the same tread pattern. The R-1 tire provides excellent traction and wear at a lower cost compared to a R-1W tire. R-1W tires do have a longer wear life because of the deeper tread depth and in wet conditions can provide a little more traction compared to the R-1 tire. R-1 and R-1W tread depths tires are the most common tires in the market.

When working in wet soils found in the Mississippi Delta, in any bayou region, or muck soils a R-2 tread depth tire is recommended. The extra deep tread is designed to penetrate the mud and provide traction. While these tires provide excellent mud traction, the extra deep tread depth and the very open tread pattern typically causes a lot of vibrations into the cab of the tractor when transporting the tractor on the road. R-2 tires are only recommended in the regions where operators are always in muddy soil condition.

Standard Radials, IF Radials, or VF Radials

In the past decade, the tire industry has been developing and releasing the newest radial tires marked IF and VF. Radial tires marked IF carry 20% more load compared to standard radial and VF tires carry 40% more load. The IF tires and VF tires when inflated properly to carry the axle load do provide a longer footprint compared to the standard radial tire which does improve traction. The improvement is not as great as the transition from bias to radial tires, but there is up to a 5% increase in traction using IF tires.

On MFWD tractors, operators who see the greatest benefit are the ones who are carrying heavy axle loads and using inflation pressures above 25 psi. Typical conditions where the IF or VF tires make sense are on tractors that are carrying heavy 3pt tillage tools like a 12 or 16 row bedder or a 2pt mounted 24 row or larger front fold planter. With these heavy rear axle weights dual 480/80R50 tires will need 35 psi to carry the load and in some cases, the weight exceeds the capacity of the standard radial tire. In this applications dual IF or VF 480/80R50 tires can be used to carry those load and may only require 23 psi. IF or VF tires are recommended on the front axle of a MFWD tractor that is equipped with a front axle suspension, uses a full rack of suitcase weights, and cannot use duals. The front axle weight of MFWD tractors set up in this configuration overload standard radial tires by 2,000 to 3,000 lbs. The same sized IF or VF tires have the extra load capacity to carry these heavier loads.

There are operations that do not benefit from the IF or VF technologies. When the MFWD tractor is properly ballasted and the correct inflation pressure on standard radial tires is 15 psi or lower, the upgrade cost to IF or VF is hard to justify. On a 200 hp MFWD tractor with rear duals used to pull a disk or field cultivator, standard radial tires will be the best fit on the tractor.

Summary

While tires are a major contributor to efficiency, operators must first make sure the MFWD tractor is ballasted correctly with the proper weight split. If the tractor is set up incorrectly, the benefits outlined will not be realized by the operator. Consult the operator’s manual to review the manufacturer’s recommendation on how to properly set up the tractor.

AG Tire Talk is proud to present a new platform, enabling AG Tire Manufacturers to weigh in on and help growers solve tire related issues. Every other month, AG Tire Talk will pose ONE Question to AG Tire manufacturers, asking them to provide answers to attain optimum equipment performance thru tires.

Question:

In sprayer application, what is your recommendation to improve driver comfort and reduce road lope?

Answers:

Firestone Ag

Bradley J. Harris: Manager, Global Agricultural Field Engineering

With the high center of gravity of high clearance sprayers, operators tend to feel more roll and sway of the vehicle compared to a tractor. This feeling is amplified when narrow tires are installed and the vehicle is transported down the road with half a tank of liquid. Firestone Ag recommends to all customers to follow these guidelines

Use the appropriate section width tire on the machine:

When the machine is not in the field with a current crop, purchase and use the OE approved flotation tire with a width of 520mm (20.8”) to 800mm (30.5”). These flotation tires don’t just have more footprint area, but because of their extra width, they are able to carry the same load as the narrow tires at a lower inflation pressure. This helps reduce soil compaction when the machine runs in wetter conditions.

When using the machine in a field with growing crops, choose a narrower tire width of 320mm (12.4”) to 420 mm (16.9”) to minimize crop damage. Firestone Ag recommends using the widest possible tire to minimize soil compaction.

Use IF or VF tires

IF- and VF-marked tires carry more load at the same inflation pressure as the same-sized standard radial tire.

In some cases, IF and VF tires (especially in the narrow tire configurations) are the only tires able to properly carry the load of the sprayer.

Tender the sprayer at the field

Don’t travel down the road with product in the tank. If there is liquid in the tank, especially half a tank, the liquid will shift when there is a change in direction or speed. If an operator is traveling down the road and turns or brakes unexpectedly, the shifting liquid can result in the sprayer being hard to control.

Road lope occurs when the wheel assemblies have a high and low spot. When changing tires on these machines, it becomes important to make sure the tire/wheel assemblies are concentric (centered on the centerline of the axle) to prevent road lope. It doesn’t matter what brand or type of tire it is: if the wheel assembly isn’t concentric, the sprayer will lope when the machine operates between the 18 to 24 mph range. Even with just a quarter-inch of runout, a customer can feel the road lope. Usually it takes only a ¼ inch of runout to cause road lope that a customer can feel. On sprayers, eliminating this quarter-inch of runout is easy to achieve when we change our tire configuration (putting the narrow tires on in the summer). Firestone Ag recommends that customers check the runout when they are putting the assemblies on the sprayer. It will take only take an extra 10 to 15 minutes to complete the check for each tire, but it is worth it in operator comfort.

Tighten the tire assembly axle and keep the tire off the ground.

Place a stand or table 2 to 3 inches away from the tire at the 3 or 9 o’clock position

If the sprayer has fenders, the measurement can be taken at the 12 o’clock position between the fender and tire.

Using a ruler, start measuring the distance between a lug at the center of the tire and the stand/fender. Record this distance.

Start rotating the tire and measure the distance of every other lug and record the values.

After rotating the tire 360 degrees, review the distance values.

If all the distances are the same value, the assembly is concentric.

If the values change as the tire rotates, then the assembly is not concentric and we need to center the assembly.

To center the assembly:

Find the lug that had the smallest measured distance and rotate the tire so that its location is at the 12 o’clock position

Slightly loosen the lug nuts so the assembly can drop to the bottom of the lug bolt holes. Retighten all the lug nuts and recheck the runout.

Once the assembly is concentric, properly torque all nuts and move to the next tire.

Following these tips can help the overall feeling of the machine as it travels down the road. Firestone Ag also encourages customers to check inflation pressures daily to make sure the tire has the proper inflation pressure to carry the load.

Mitas Tires North America, Inc

Norberto Herbener: OE Applications Engineer

Road lope is produced when equipment bounces during transport, forcing the driver to reduce speed. Tire quality, design, and incorrect end user usage are a few causes of road lope. There are many solutions to solve the issue.

Tire technology has evolved at a rapid pace, changing the mindset of tires being a “black doughnut” to a complex and fundamental part of equipment. As agriculture equipment has grown over the years in size and weight, users have requested a larger footprint for less compaction to protect their farm land. This has also been a trend for sprayer users to request width options to minimize damage to the standing crop. As a solution to this issue, VF (Very Flexible) technology was introduced and allows for an increase of 40% on the load capacity at same pressure and speed or a 40% reduction in inflation pressure at same load and speed.

As we know, the load capacity of a tire is dominated by the volume of air in the tire. The more air at higher inflation pressure – the higher the load carrying capacity. This is the reason why sprayer tires have been evolving not only to incorporate VF technology, but also to introduce higher aspect ratios, for example the 380/105R50, keeping the same width and rim size but higher load capacity. This characteristic, combined with very flexible side walls increases the contact area and ride comfort.

Sprayer tires, like Mitas brand, follow the R1 definition for faster lug cooling under extreme conditions, 20% less lug height than R1W, with more lugs at a 45 degree pattern to increase the contact for reduced soil compaction.

With these definitions out of our way, the first point to check is the quality of the rim and tire and how they work together. Rims and tires are not 100% perfectly round and have a point marked as the high point. The higher the quality, the lower this “high point” is, and quality tire manufacturers, like Mitas, test every tire and perform a RRO, Radial Round Out, test in order locate and mark this high point. Same with the rims where the manufacturer also controls the correct alignment at the hub mounting area. During assembly, with the bead area correctly lubricated, the mounting technician aligns the two marks in 180 degree opposite ends so the high points even out each other. Very important during assembly is the correct lubrication of the bead area and bead seating are of the rim to assure a complete and correct tire bead seating on the rim.

Next step is to inflate the tires to the correct pressure and check them periodically. Tires are not 100% air tight so it’s very important to check each tire pressure frequently to assure optimum performance. Best practice is to load the equipment to the max weight and check the load on each tire. Once we have these values, use the manufacturer’s inflation pressure table to establish the correct inflation pressure for that load. It is possible that the operator will find out that not all the tires will have the same pressure and that is acceptable. Sprayer weight is not always balanced between left to right and rear to back. So it is acceptable to have different inflation pressures in each tire if it follows the manufacturer’s tables.

An additional point not mentioned often is the cold start in the morning. It is not recommended to leave equipment fully loaded during the rest time, as the tires tend to “flat out” when they are not turning. To reduce this effect, let the tires run for a short period before loading and transporting. This “flat out” will disappear as soon the tire reaches operating temperature and rolling.

In summary, the best way to resolve the issue of road lope is to ensure use of the correct inflation pressure.

Alliance Tire Americas

James Crouch: Marketing Specialist

A smooth, comfortable ride is better for sprayer operators in two important ways. On an immediate level, it reduces driver fatigue, which helps keep their reflexes sharp and their driving safe. And a machine that doesn’t shimmy or bounce down the road is much easier to control, which helps keep everybody safer.

On a longer-term level, studies of equipment operators in other industries have found that oscillations at 4 to 8 vibrations per second transmitted by machinery from the ground surface can be amplified by the driver’s body, which can cause back and joint pain. High-amplitude shocks—like a jolt from hitting a rut in the field—can also contribute to injury and strain.

First, the block-style tread pattern is optimized for a smooth, stable ride on the road because we recognize that half of a sprayer operator’s time can be spent on pavement or gravel, getting from field to field and back to the loading pad. The heavy center rib, evenly distributed tread patch and sharp shoulders run smoothly over the road while still delivering traction and self-cleaning in the field. (They also reduce tire wear and minimize heat build-up for longer performance.)

You’ll see a similar tread pattern in our Alliance 550 Multi-Use R-1 tire, and you’ll notice some of the same concepts of a high-density central bar and level footprint in our Alliance 380, 390, 393 and 882 flotation tires.

Just as important as the tread pattern, the 363’s VF (very high-flexion) sidewall also minimizes both high-frequency and high-amplitude vibration. The flexibility of the sidewall is a natural damper, and the 363’s extended bead filler directs more force to the sidewall where it can be absorbed.

Road lope is also a comfort, safety and fatigue factor. One thing you can do to minimize road lope is make sure you’re operating at the proper tire pressure. You can address this by weighing your equipment when it’s fully loaded with spray and fuel, then following your tire manufacturer’s specifications for proper inflation pressure at that load. A little time spent setting up tires correctly can not only eliminate road lope, but it will help ensure that your sprayer performs at its peak efficiency. You can also ask your tire dealer to make sure your tires are mounted in a way that minimizes road lope.

At Alliance, we look at every aspect of what our tire has to do on that sprayer—not just the need to bear the load of a heavy machine and a full spray tank, but the need to keep the driver as safe, comfortable and productive as possible in every situation he or she is going to face during a long day at work.

Michelin

David Graden: AG Sales & Development Manager

Michelin’s patented VF Ultraflex Sidewall Technology allows the Spraybib to perform at ultra-low air pressures while carrying the same weight as standard tires. Lower air pressure provides superior driver comfort, a much longer footprint for greater traction, and the ability to handle exceptional load capacity (ranging from 173/14,330lbs load range to 179/17,086lbs load range) at up to 40 mph.

As for road lope, if the air pressure is properly set with regard to the maximum loaded weight of the machine, it is a non-issue. All Michelin Agriculture representatives carry a set of 2 scales to provide customers peace of mind, knowing their air pressures are correct and tires are adequate for the application. Additionally, the practice of dialing in air pressures to the machine and application will boost overall performance by optimizing footprint, traction, rider comfort, reducing fuel consumption, improving wear, and overall control of the machine.

BKT USA, Inc.

Dave Paulk: Manager Field Technical Services

There are several factors that will cause road lope and ride discomfort in sprayers.

Sprayers have a high center of gravity, can run at speeds of up to 40 MPH, and are heavy (especially when hauling liquid). It is always advisable to use IF and VF tires when running the narrower cross section tires.

The “IF” will carry 20% more weight at the same air pressure as a standard tire. The “VF” will carry 40% more weight at the same air pressure as a standard tire. This will give the sprayer the proper weight carrying capacity for the tires, and minimize the tires squirming while transporting. It is best to transport the sprayer empty and fill the tanks at the field. The liquid sloshing in the tank while transporting can make the sprayer hard to handle and difficult to stop.

Correct air pressure settings are important for a good ride, minimizing ride discomfort, and ensuring that the tires will carry the load. Add the weight of the machine to the weight capacity of the tanks to get a maximum weight that the tires will have to carry. Set air pressures accordingly to the total weight the tires need to carry. It is best to weigh the sprayer fully loaded for accuracy if scales are available. It is important to periodically check air pressures in the tires to ensure that they have the correct amount of air to carry the weights that are demanded of the tires. Since tire liners are not 100% air tight, air loss will occur over time. Ambient air temperature also effects air pressure.

Road lope can be caused by tires that feel “out of round”. Generally, this is caused by the high and low spots on the tires and wheels not being matched up. No wheel or tire is perfectly round. Both have high and low spots. The high spot on the tire needs to be matched with the low spot on the wheel, or vice versa. If this problem exists, the tire can be deflated, and turned on the wheel 180 degrees to try to remedy this issue.

Road lope, vibration, and a sway from side to side can also be caused by the bead of the tire not being properly seated to the rim. When inflating the tire, visually check the bead and wheel to ensure that the tire is seated to the wheel uniformly. Make sure that the tire beads are properly lubricated when mounting to affect a good seal and eliminate bead damage.

Road lope can also be caused by the wheel not being “concentric” on the hub. The wheel has to be centered on the hub. There are two ways to do this. Jack the tire up off of the ground where it is free spinning. If the sprayer has fenders, you can measure the distance from the tire to the fender. If it doesn’t you can use a block of wood placed at the base of the tire. While rotating the tire, measure the distance on every 2nd to 3rd lug. If the distances are all the same, the wheel is concentric. If the distances are not the same, turn the lug with the closest distance to your point of measurement, to the 12 o’clock position. Loosen the lugs, the wheel will drop down, and retighten the lugs. This should make the wheel concentric with the hub. The other way to correct this is to buy or make a couple of concentric centering lugs, and use them when mounting tractor and sprayer tires. The concentric lugs center the wheel on the hub when mounting.

In summary, If the air pressures are set correctly, the beads are seated on the wheel, the wheel centered on the hub, and the high and low spots to the tire and wheel matched up, this should eliminate any causes for vibration and road lope.

BKT builds the Spargo for sprayer applications. The Spargo is “VF” rated and is built with 45 degree lugs to give it outstanding traction in the field and an excellent ride while driving on the road.

There are numerous theories as how to improve driver comfort in self-propelled sprayers. If you think about the application you have an operator sitting 10 ft. in the air on a machine that could weigh close to 50,000lbs, attempting to travel hundreds of miles on 4 tires typically no wider that 15 inches inflated to 78psi in most cases, at 35mph. That is a challenge.

The first thought is to drop inflation pressures. With advent of IF and VF technologies the tire industry has allowed higher deflections, 20% and 40% more, which naturally creates a “softer” ride. Although in many cases the lower inflation does soften the ride it may create more issues of road lope. In addition, the increased deflection creates a reduction of lateral stability on the machine. The operator may feel uncomfortable with the “squirm” and instability of the machine when traveling not only on the road but in hillier conditions in the field. There have been reports of VF tires rolling off the rim in these conditions.

Titan’s LSW technology in sprayer applications address both of these issues. Lower inflation pressures for ride comfort combined with the lower sidewall reduces loping and increases lateral stability. Whether it be in a float option like our LSW650/60R42 replacing the 650/65R38 or the LSW380/75R50 replacing the standard 380/90R46. In both cases the LSW offers a real option for those operators looking for the best of both worlds.

]]>0James Tuschnerhttp://agtiretalk.com/?p=8432017-09-15T14:33:22Z2017-09-15T14:22:53ZAs the never ending quest for more highly productive equipment continues, so do the technological advancements, and the speed! JCB’s 8330 is now available to U.S. growers at a top speed of 43 MPH.

And the JCB 8330 offers much more- Hydro-Pneumatic Self Leveling suspension. Which begs the question, what does all this technical jargon mean for my operation? Fully suspended chassis combining hydraulic and pneumatic technological principles enables the entire system to be self leveling in rough terrain, while at the same time providing excellent operator comfort.

Now for the brakes: Outboard Discs with Twin Calipers and ABS on all four wheels.

Check out the interview with JCB’s Alex Bone from the Farm Progress Show:

]]>0James Tuschnerhttp://agtiretalk.com/?p=8212017-03-17T14:42:41Z2017-03-10T02:33:50Z710 & 800 cross section tires have been common high horsepower tractor fitments for several years….but now evolution has brought these same wide profiles in low aspect ratios to the high capacity silage trailer!

Check out how New Age Radial Flotation Tires ad value and improve performance on Meyer’s NEW HFX 2800:

Called Hybrid for a reason, offers good traction in soft soil with directional self clean design coupled with large shoulder voids. Close together lugs in the center provide abrasion resistance and performance on hard surfaces.

High Flotation Mitas TR-12 600/40-22.5

Specifically designed for livestock, hay, and dairy producers concerned with field soil compaction, tire offers extra large contact patch coupled with deep wide lugs designed to provide optimum traction and improve field performance.

Pick Your Application. Pick Your Loader. Pick Your Tire.

Check out the interview from National Farm Machinery Show for more information with special guest Kelly Moore, Product & Training Specialist from Gehl, to explain all:

]]>0James Tuschnerhttp://agtiretalk.com/?p=7882017-01-18T12:38:10Z2017-01-18T12:35:11ZDegelman Pro-Till 40 is designed to perform tillage work FAST & with ONE PASS.

How can the Pro-Till 40 perform field cultivation at rate of 70 acres per hour, finishing with seedbed quality finish? Tires!

One of the biggest news stories of Farm Progress, and sure to be for Husker Harvest, is the new Tribine. Tribine industries says, “The Tribine performs all the functions of a combine, only better and faster. Incorporating a 1,000 bushel grain bin, the Tribine can eliminate the need for a grain cart and tractor running parallel with the combine.”

So, how does the Tribine reduce soil compaction? Tribine industries says machine “….leaves only one trail. Other machines use up to 6 tires of varying widths and spacing, creating multiple paths and more compaction of the soil.”

What tire does the Tribine have on it? Goodyear LSW 1100/45R46.

Tribine will be working the fields at Husker Harvest this week, just as it did at Farm Progress.